Electromagnetic change-speed system



Aug. 12 1924. 1,505,056

H. L. TANNER ELECTROMAGNETIC CHANGE SPEED SYSTEM Filed Dec. 18 1917 4 Sheets-Sheet 1 i'zgJ.

INVENTOR- HQRRg LTHNNER- Aug. 12 1924. 1,505,063

' H. L. TANNER ELECTROMAGNETIC CHANGE SPEED SYSTEM Filed Dec. 18, 1917 4 Sheets-Shet 2 lm/Elvrog 8 HARRr LEN /m;

Br a? M7747 YAITQHNE Aug. 12, 1924. 1,505,063

I H. L. TANNER ELECTROMAGNETIC CHANGE SPEED SYSTEM Filed Dec. 18, 1917 4 Sheets$heet Ham? l 7Z1 N/VER Aug. 12 1924. 1,505,063

H. L. TANNER ELECTROMAGNETIC CHANGE SPEED SYSTEM Filed Dec. 18, 1917 4 Sheets-Sheet 4 I 208 by I56 /56 I we INVENTOR Patented Au 12, 1924.

UNITED STATES HARRY L. TANNER. OF BROOKLYN, NEW YORK.

ELECTROMAGNETIC CHANGE-SEEED SYSTEM.

Application filed December 18, 1917.

To all whom it may concern:

Be it known that I, HARRY L. TANNER, a citizen of the United States of America, residing at 11 14- East 19th Street, Brooklyn, in the county of Kings and State of New York, have invented certain new and useful Improvements in Electromagnetic Change-Speed Systems, of which the following is a specification.

This invention relates to electro-dynamic means for transmitting power especially adapted for use in self-propelled vehicles driven by internal combustion motors.

In my copending application which has matured into U. S. Letters Patent 2,321,41 .38} 601 dated June 12, 1928 for electro-dynamic transmission system for vehicles, I disclosed a system in which the transmission is accomplished by a generator motor drive for low speeds and by electro-magnetic drag for higher speeds of the driven element and in which but two dynamo electric machines are employed.

One of the principal objects of the present invention is to provide a system of the nature of the one referred to above in which the transmission for the higher speeds of the driven element is accomplished at a one-to-one ratio, by means of a non-ma chanical, non-slip, non-friction magnetic torque applying device.

Another object is to provide an improved system of electrical connections and control for such systems. Further objects and advantages will appear as the invention is hereinafter described.

Referring to the drawings which illustrate what I now consider the preferred forms of my invention:

Fig. 1 is a longitudinal sectional elevation of the form of my invention preferred at this time.

Fig. 2 is a section on the line 2 -2 of Fig. 1.

Fig. 3 is a view similar to Fig. 2 but of a modified form of my invention. v

' Fig. t is a fragmentary longitudinal sectional elevation of further modification.

Fig. 5 is a wiring diagram illustrating a preferred form of electrical connections, the controllers being shown in development.

Figs. 6 to 13 are diagrammatic views illustrating the elecrtical connections of the invention with the main controller in its various positions.

Fig. 1 1 is a fragmentary elevation, partly Serial No. 207,799.

in section, of one form of controlling mechanlsm.

Fig. 15 is a section taken on the line 1515 of Fig. 14.

Fig. 16 is a detail section taken on the line 16-1-6 of Fig. 15.

' Fig. 1? is a fragn'ientary sectional detail of certain of the parts shown in Fig. 14.

Fig. 18 is a view similar to Fig. 41 but illustrating a further modification.

Fig. 19 is a section taken on the line 19-19 of Fig. 18.

Fig. 20 is a detail section of the member 4.- taken on the line 20-20 of Fig. 18.

Fig. 21 is a diagrammatic development illustrating the connections of the field windings of the poles of the machine D of Fig. 18.

While my improved form of magnetic torque applying device is applicable to any of the forms of invention disclosed in my prior application above mentioned, I have, in order to avoid needless multiplication of views, shown it applied only to the preferred Iorm.

Referr' 19' to Figs. 1 and 2, it will be seen that the prime mover 1, shown as an internal combustion motor, supports a generator G and dynamo electric machine or translating device D. The generator con1 prises the usual field 2, armature 3, com mutator 4 and brushes 5, and while I am aware that the field may be made the rotating element, 1 have shown the armature as the rotating element, said armature being fixedly secured to the sleeve 1 of magnetic material which sleeve is in turn driven from prime mover 1, as by being secured to the power shaft 6 of the latter. The device or r achine D, comprises the usual field 8, commutator 9, brushes 10 and a rotatable element 11 shown as carrying the usual armature winding 12. The rotating element 11 may be secured to the shaft 16, which I term the driven member or element, by any suitable means such as spider 17 and nut 18. lhe shaft 16 is journaled in suitable bearings shown as ball bearings 17, 1S and 19. It will be noticed that sleeve 4 and shaft 16 are in efiect telescoping shafts, bearings 18 and 19 being mounted within the sleeve 1. The structure above described is substantially identical with that shown in 1 of my prior application, the armature 12 and field 8 cooperating at certain times to act as a D. C. motor. Instead of employing the means illustrated in the prior application for driving the member 11 from sleeve 4, I prefer to use the means illustrated in Figs. 1 and 2 of the present application, which may be constructed substantially as follows:

The periphery of the sleeve 4: at its end opposite the generator G is provided with a plurality of teeth or serrations 21 and the adjacent inner portion of the annulus 11 is provided with a similar number of similarly located teeth or serrations 22. mien there is no flux or practically no flux passing from one. of the members 1, 11 to the other, there is no torque exerted on one by the other. If, however, magnetic flux is passed from one of said last mentioned members to the other and the member 4 is rotating, a pull-in torque will be exerted on the member 11 until the teeth on said member are opposite teeth on the sleeve L, as the flux path is shortest in this position. After members 4:, 11 assume this position they are held so by the flux, the hold-in torque being large, compared with the pull-in torque for the same flux strength. Thus it is obvious that when a flux is passed through the teeth from one set to the other a direct one-to-one non-slip, non-mechanical, non-friction oneto-one drive is established between sleeve t and armature 11, The means for controlling the passage of flux through members 1 and 11 will be hereinafter described.

I prefer to divide the field winding of each of machines G and D into two sections. Thus section 8 includes the windings on alternate poles of the machine D, and the section 8" includes the windings on the remaining poles of said machine. The field winding of the machine G- is likewise di vided into two section 2 and 2", one sec t-ion being located on alternate poles and the other on the remaining poles. This sectionalizing of field windings renders the system particularly flexible. Thus by 1112tlZ- ing the connections indicated in Fig. 8, and assuming that the engine 1 is running, the generator G will drive D as a direct current motor at a comparatively low speed, the generated E. M. of machine being low at this time due to the fact that one section of a resistance is shunted across the field of said generator. By connecting all of resistance 25 across the field of generator G- as indicated in Fig. 9, the E. M. F. of the latter will rise, thus increasing the speed of the armature 12. The speed of the latter may be further increased by cutting out resistance 25 entirely as indicated in Fig. 10. The speed of armature 12 and consequently driven member 16 may be further increased by shunting the field 8 of the machine D by resistance 25 (see Fig. 11) and still further increased by cutting out a section of said resistance 25 (see Fig. 12). Up to this point both machines G and D are connected and operate as the usual generator and motor respectively, the magnetic paths of the two machines being distinct. Furthermore, it will be noted that instead of using a seriesparallel field control as in my prior application, I employ a shunt resistance 25, which is the equivalent of the earlier system of control.

With the connections illustrated in Fi 12 the shaft 16 may be brought up to a speed substantially equal to that of shaft 6. En order to drive the shaft 16 from shaft 6 at practically a one-to-one ratio, the device 4-11 may be utilized if properly magnetized. Thus the connections may be made as shown in Fig. 13 where each section of field winding on each machine and D opposes the other section on the same machine so that the field poles on each of said machines are of the same polarity but of opposite polarity to the poles on the other one of said machines G and D. Although all of poles of the machine G are of the same polarity, the said machine generates E. M. F. for the system, as one set of alternate poles are weaker than the others, due to the re sistance 26, 26 shunted around section 2. The machines G and D are now no longer magnetically distinct but the magnetic flux flows through the field and armature of machine G, through the sleeve 1-, through the armature and field of machine D and then through the yoke or frame 20 back to machine This fiux passing through members 11 and 1 causes the former to be driven by the latter as pre-- viously described. In order to indicate to the operator or driver the amount of current supplied by the generator G an ammeter 27 may be placed in series with said generator as indicated in Figs. 8 to 12 in elusive and it is preferable, for a purpose which will hereinafter appear that this ammeter be of the type having its zero at an intermediate portion of its scale.

The generator connected as in Fig. 13 generates a con'iparatively low voltage and may be used to charge the storage battery 28.

The field sections 2, 2 are so conne ted as to produce poles all of the same polarity. Assuming that the storage battery and resistance 26 were omitted the two field sections would be of equal strength and no E. M. F. would be gene- Jed shunt up; a resistance such as across the section 2 the latter will be wealnn. than the section 2 and an E. M. F. proportional to the dif ference in strength between said sections 2 and 2 will be generator. Bearing in mind that the drop in potential acre s a storage battery is practically constant it will be. seen that by connecting the storage battery 28 as indicated in Fig. 13 I have provided a sysllU tem for maintaining a practically constant current through the said battery. Thus suppose that the voltage generated tends to rise. which rise would tend to cause an increase of current through the battery 28. This rise of voltage would not materially affect the current through the section 2", due to the constant voltage characteristic of the storage batter but would cause a rise in current in section 2. A rise in current section 2 causes a weakening of the total effective field of the machine G so that the generated voltage of the latter would be reduced to normal. Obviously a decrease in voltage of the machine G would cause a decrease in current through section 2 which in turn would cause the generated E. M. F. to rise to its normal value.

As pointed out above the current through the battery 28 is kept practically constant with the connections made as indicated in Fig. 13. When the battery is fully charged a large amount of energy would be dissipated in the form of heat if the current were held at the same value as when the battery is partially charged. To prevent this waste of energy I prefer to provide means for reducing the voltage of machine G and consequently the current through the battery when the latter is fully charged. This means may assume the form of a relay 29 having its coil shunted across the terminals of the battery 28 and controlling through its back contacts 29, 30 the resistance 26'. When the battery 28 is charged the voltage across the latter is higher than while it is partially charged as the current through the battery when charged tends to remain the same as when said battery was discharged, or partially charged, as previously explained. This increase in voltage, although not large, causes the relay 29 to open its back contacts against the action of spring 31, thus cutting out resistance 26' strength suing the current through section 2 so that the field of dynamo G and consequently the generated E. WI. F. thereof will fall. If the battery 28 is then partially or wholly discharged and the connections in Fig. 13 established the relay 29 will release its armature to reestablish the normal charging current. It will be noticed that the ammeter 27 is so connected "in Fig. 13 that the current will flow therethrough in a direction opposite to that in Figs. 8 to 12 so that the ammeter will now read on its other scale to indicate the amperage supplied to the battery 28.

My system may be utilized to start the prime mover 1 by utilizing the machine G" as a motor energized from the storage battery 28. A convenient form of connections for accomplishing this and other functions is shown in Fig. 6. After the prime mover has started, the connections in the last mentioned figure may be employed to charge the storage battery 28, the similarity of connections in Figs. 6 and 13 being apparent. It will be noted, however, that whereas the field sections 8 and 8 are so connected in Fig. 13 as to produce poles of one polarity, these sections are connected to produce alternate north and south poles in the machine I) in Fig. 6, and the flux passing through the elements i11 will be negligible so that practically no torque exerted b the said device.

The above described connections (Fig. will cause an E. M. F. to be generated in the armature 12 of machine I) when the lat ter is running as said machine is then sepa rately excited generator. It is obvious therefore that by placing resistance across said armature 12, a load or braking torque will be exserteo on the driven shaft The connections for calling this braking torque into action will hereinafter be described in detail.

Various forms of controllers might be de signed for effecting the connections described, a preferred form being shown in Figs. 5 and ii. 35. main rotatably mounted controller drum I is shown provided with a pluralit -J of contact seginein'isv 36 which are each insulated from the others with the exception of segments S6.. 36 which are electrically connected as indicated in Fig. While the drum in reality rotatable and its brushes or contactors stationary, I will assume. in order to simplify the e glanation of the electrical connections that the opposite is -he brushes the left of Fig. 5 are true. adapted to assume succe sively, positions indicated by the vertical dot and dash lines S to V1 the left while the brushes at the right are adapted to assume successively positions indicated at S to V1 at the right. The d1 .1 may be operated to its various positions by means of a handle 3? ii). The brushes 101 to 11 i are shown electri call connected to the terminals 10]. to 114 respectively. The armati'ire may be connected to the terminals 110. 11.5. through a reversing controller 38 which is adapted to cause the armature to run in one direction when the controller brushes or cont-actors 39 are on dot and dash line F and in the opposite directions when the said brushes 39 are on line B.

iissnming that the system is employed on a vehicle with the driven shaft 16 connected to the drive wheels of said vehicle and assuming the reverse controller is on the or forward position. if the main controller is placed on the off position, i. e. with brushes 101 to lid in position 0, connections will be formed as substantially indicated in Fig. it. will be seen that in this position the fields of machine G are. short-circuited so that the latter will not generate M. F. even though it may be (Ill I placing 1nd the machine cannot gener-te I even thongl'i the armature 12 may be p1 opelled by the momentum of the vehicle as the held 8 connected in the wrong sense with respect to armature 19/ lit the engine 1 is not running at this time it may be started by operating the main controller to position when the connections shown in F 6 will be made. 11": after the 1e started it desired to charge the 28 the main controller may be kept position it not the contro r may eturned to the oil or O position start torward all that necessary is c main controll 0 reverse contro xhcn the con 7,. will be established. may be caused to speed up by main cont-roller sW-cessively in positions H to V thus establishing the connections shown in Fig 9 to 12 respectively. it it is desired to e-Jcrt a oiic-to-one drive, i. e, the h'ghest running speed the main controller may be placed on p ion Yl when the connections illcst l in Fig. 15? will be made which connections not only accoii'rplish the above mentioned function but cause the battery 28 to be charged as well. 11" it is desired to reverse the vehicle the drum 38 may be thrown to it or reverse position and the main controller operated up to and includingposition Y (but not position V1) thereby causing the connections armature 12 of machine I) to be reversed. with respect to its field the other connections remaining the same. In the operation it is preferable that the reverse drum be operated only when the main controller is on either of positions 0 or S and not on a running point or position in order to avoid injury to the system. lVhile this precaution might be observed in the manual operation. 1 pre ler to provide means for preventing operation of the reverse controller while the main controller is on any running point i e., an of=positions l to V1. One form of such means is shown in Figs. 141 to 17 and may be constructed substantially as follows.

As previously set forth the handle 37 is adapted to operate the main drum Thus said drum has connected thereto a sleeve 1-0 secured to a disk ll which carries the said handle 37. The reverse drum S8 is shown connected to a spindle secured to a disk 43 carrying the handle 44, a stationary disk or plate being provided between said discs 41 and 13. The disc a3 is shown as provided with a recess l6 (see 1'?) of suiliicient length to pe mit operation of the reverse drum t'rom position F to R or vice versa. The stationary disk 41-5 may be provided with a vertically slidable pin -17 of such a length as to engage a protuberance 52 on disk 43 and thereby prevent operation of the reverse drnni 38 unless a reces provided in disl: 41 is under said pin as shown in Fig. 17. The parts are so designer that the recess 51 will be under pin a? only when the main controller 85 is in the position 0 or S. The pin 4-7 may be biased to an UPWHI'Cl position by means of a compression spring abutting against a collar 4:8 on said pin. )Vhen the recess 51 is under the last mentioned pin the reverse controller 38 may be operated by handle 14:, the hag ceusii depression of the pin against the action of its spring.

As previously explained, by forming the connect ons indicated in Fig. 6 (by placing the main controller in position S) the armature may be caused to exert a braking torque on the driven element 16. Thus a resistance 58 may be connected to terminal 115 (see Fig. 5) and may be provided with a plurality of taps 57 connected to the contacts of a multipoint switch shown in the form of a foot-operable member 53 which is in turn connected, by means of a conductor ESL to the terminal 110. It will be readily seen that by placing the main controller in the S position (with the reverse drum on either if or R) and by depressing foot-pedal 53 a load will be thrown on the machine D, which is now acting as a generator so that a braking torque will be exerted on shaft 16 and consequently on the vehicle. When contact 5 1 of pedal 53 engages the first contact 55 all of resistance 58 is placed across armature 12. Further depression of said pedal serves to cut out said resistance progressively until the last contact 55 is reached when the armature 12 is short-circuited.

If the pedal 53 is depressed too rapidly a very large current will flow through armature 12 which is not only likely to injure the system but such a large current causes a sudden and large braking torque to be applied which is objectionable. lVhile care might be exercised in the operation of the brake to avoid the above mentioned objectionable action I prefer to provide means for preventing the depression of the brake pedal at a rate greater than is safe. A simple form of such means is shown in Figs 5 and 14 and constructed substantially as follows:

An electro-magnet 60 is inserted in the connection between the armature 12 and terminal 115 and is provided with an armature secured to one arm of a bell-crank G1 which carries at its other end a roller adapted to be thrown into the path of ratchet teeth 64: provided on pedal These parts are so designed that it the current flowing through electro-magnet 6O exceeds a safe value the armature 65 is attracted against the action of a spring 62 to throw the roller 63 into the path of teeth 6 1 thereby locking pedal 58 against further actuation until the load or braking current again reaches a safe value, when the said spi will release the roller 63 and permit further actuation of said pedal. A spring 66 may be connected to an arm 67 connected to the pedal 53 for causing the latter to assume normal position when released.

As previously set forth, in order to c se the shaft 16 to be braked the main controller 35 should .be ret n'ned to the S position and while this function might be performed by manual operation of the handle 37 I prefer to provide means for c-ausi g the main drum 35 to assume the S posi n automatically on actuation of the brake lever. One form of such means is illi'lstrated in Figs. 14 and 15.

The arm 67 has pivotally secured thereto a link 68 slidably mounted in brackets T2, TSand provided with a plurality of teeth 69 normally out of the path of but adapted on depression of pedal 53, to engage teeth 71 provided on a disk 70 secured to the drum 35. The disk 70 is shown 15) in the position it occupies when the n in controller 35 is on the point or position I. When the pedal 53 is depressed the rod 68 is pulled to the right and the disk 70 is rotatec in the direction of the arrow S through the engagement of teeth 69 and 71, The design of the parts is such that the drum will be placedon the S position before the member 54 engages the first of contacts 55. Continned depression of the pedal 53 causes no further turning of the disk 70 when the drum 35 has reached the S position. for at this time the blank portion M of link 68 comes opposite the blank portion of said disk 70. Obviously the main controller will be restored to the S position from of the other positions before the contact engages the first contacts 55.

lnder certain conditions it may prove desirable to cut down the speed of the vehicle on which my system is being us d, without operating the handle 3'7. This may be accomplished by depressing the pedal 53 to an extent necessary to step the disk 70 and drum 35 backward (in the direction of the arrow S) the desired amount either in one depression of said pedal or successive depressions. On release of the pedal 53 the spring 66 will restore the link 68 to normal position by causing it to move to the left but the drum 35 will be held in its actuated position by friction, the teeth 69 slipping idly over teeth 71. The last mentioned operation is made possible by allowing the link 68 sufficient lateral play in brackets 72, 73 as to permit the beveled faces of teeth 69 to slip idly over teeth 71 against the action of spring 7 6.

It will be noticed that when the brake pedal 53 is depressed to such an extent as to cause the contact 54 to engage contacts 55 the armature 12 is either shunted by a resistance or is short-circuited so that the main controller should not be placed on a running point while the brake is being applied. In order, reliably. to prevent such operation I provide the rod or link 68 with a shoulder portion 1''? (see Figs. 15 and 16), adapted to engage the side 73 of the bracket '72 when the portion 7 1 of link 68 engages the clear portion 5 of the disk '70 atv which time the contact 54 has not yet engaged the first of contacts By virtue of the above described structur it will be seen that when the pedal 53 is in braking position the shoulder 77 will hold link 68 against disk 1 40 and thereby prevent the mam controller 35 from being rotated in the direction of the arrow VI (Fig. 15), i. e, in adirection to place the said main controller on a running point. The shoulder 77 is shown of less thickness than the remaining portion of link 68 (see 16) so as to clear the spring 76 to avoid undue tiexure of the latter.

It will be noted that one side of battery 28 5) is connected to terminal 115 of machine D and that terminals 10% and 106 machines G and D respectively are connected togetherv By providing a single pole double throw switch 79- in the last mentioned connection a very useful and important function may be accomplished. Thus by throwing tl e switch 79 to the dotted line position the terminal 106 will be disconnected from terminal 10% and connected to the terminal 113 of the storage battery so that if in addition the main controllcr 35 is placed in any one of the positions 0 to 7 inclusive the machine D will act as a motor to drive the vehicle energy being supplied from the storage battery 23. The direction of rotation of the driven shaft 16 and the direction of travel of the vehicle with the last described connections will de pend on the position of the reverse drum 38. As previously set fortln when the controller 35 on position V the machine G: is acting as generator and driving the machine D as a motor, the armature 12 rotating at speed substantially equal to that of the driving shaft 6. If the change from V to VI position could be accomplished instantaneously a very small pull-in torque would be required by the device 4 l1. Howeven during the interval of time necessary, for practical reasons, to effect this change in connections, the member 11 will slow down if the vehicle on which the system may be mounted is traveling on the level or on an up grade so that a comparatively large pull-in torque must be exerted by the device %11. I have found however that the pull-in torque of said device is small compared to its hold-in torque so that under the conditions assumed ill above and in the absence o sions, a device larger and of gr than is necessary from the stai'idpoint of hold-in torque would be required Gbviously the parts could be so designed to cause the speed of the member 11 n position V to exceed the speed of the dr so as to allow for the above mentioned p in speed on changing from position V t position VI. I prefer instead to provide means for slowing down the engine or other prime mover 1 and consequently the member 4. when the main controller is passing from V to VI. One form of such means is shown in Fig. 15.

A segmental lever is shown, pivoted at 81 and carries at one end a segmental gear 90 and at its opposite end a pivoted arm 82. The latten which is connected to said. lever 80 by means of a knee joint 83. can ries a roller 85 adapted to be engaged by a lug 9 provided on d sk 70 to operate the segment in the direction of the arrow when the main controller passes from position V to position VI. On revers movement of the disk 70 the S2 is operated by lug 91. but is idle in so far as actuating segment 90 is concerned the latter held against movement in a direction opposite that of the arrow by a stop pin 86. A spring; 841.- may be employed to bias the arm 8:? to knee joint-engaginn position and a spring 87 may be connee-ted to lever 80 to bias the latter to stoppin-engaging posit on. The segmental gear 90 may be utilized to open and c ose an auxiliary throttle valve 89 of the engine 1 by means of a pinion 88 on the spindle of valve 89. The operation of this feature of my invention. is substant ally as follows. When the controller 35 passes from V to VI the segmental gear 90 is operated in the direction of the arrow to operate the valve 89 to slow down the engine 1 and consequently sleeve 4 to an extent necessary to make the speed of said sleeve substantially equal to the speed of member 11. The device 41-11 then pulls-in and the SlNfli'Ell' 87 causes the valve 89 to be opened. again. In order to make this feature of my sys tem reliable in operation under all conditions of grade etc. and independent of the st, ed at which. the controller is operated. l prefer to retard the reopening of valve 89. Thus a dash-pot 92 may have its piston rod 93 connected to lever 80 to impede or slow down the closing of the valve 89 by spring 87. By providing a check valve 94 at the bottom of the said dash-pot the movement of valve 89 to closed position will be practically unimpeded by the dash-pot.

My invention as outlined above is susceptible to various modifications, two'modifications among many being illustrated. n Figs. 3 and 4. Thus as indicated in. Fig. 3

f further provieater strength 1 1. corresponding to the teeth f F'g.

may be placed on the faces plurality of poles 130 formed on, or ried by. the sleeve 41. Furthermore. instead of employing the hold windings of the machines G and D to cause a passage of flux from one of members 4;, 11 to the other. windings 131 may be provided on said poles 130 and connected through suit-- able slip rings (not shown but similar to the 132 of Figs. to any suitable source such as machine G or storage battery The windings 131 are adapted when energized to give a polarity to poles 130 as indicatet by the letters ll, in Fig. 3 thereby casing the device 4l;1'l to be come operative.

Another modification of the machine shown in Figsl and 2 is shown in Fig. Th s form is suhs-itantially identical with the form shown in Fig. 1 except that in stead of employing the field windings of the machines G; and D to cause a passage of flux from one o the clutch members l1l1. to the other, a coil 134: provided in a pcripheral slo provided in sleeve 4; ac complishes this function. Slip rings l3? mounted on sleeve lmav be employed to convey current to the coil 134.

Instead of providing; the field sections 8 on alternate field poles of the mach ne of F 1., and the sections 8 on the remaini field. poles of said machine the arrangement illustrated in Figs. 18 to 21 may be employed. In these figures I have l own each of the field poles of machine t) comprising two parts thus forming accd-apart poles 1.30 to 157 inclusive. each provided with an energizing coil. The coils on poles 150 to 157 may be connected as indicated in Fig. 21 to form two field windingctions 208. 208 and these secions may be connected to the controller and remaining elements in the same man.- ner that and 8 are connected sections 0 The member 11 is also split to form two annular members 11 and 1.1 carried by a spider 158 somewhat similar to the spider l7 of Fig. 1. The spider 158 is shown provic ed with a plurality of longitudinally extending non-magnetic rods 15-9 adapted to extend through. certain of the slots formed on the inner surfaces of members 11 and 11 (see Fig. and said rods may extend through an end ring; 160. Spacers 162 may be provided between the members 11' and 11 so that by drawing up on nuts 161 provided on the ends of rods 160 the said members 11 and 11" will be properly positioned.

As the two machines G and D are mag netically distinct in that there is no passage of magnetic flux from one to the other, the cr ss section of the n'ieinber 4,; may be re (l'ttCt-Itl between said machines. Thus por- Cir part of saic member t between ii. the form of a spider tat r t.

The operation of the form 0 the invention illustrated in Figs. 18 to '21 essertiathe same as that of the form shown in a l, for all ot the controller positions slice and terminals 108 and 109 are also con nected to each other so that poles 150. 154-, 152 and 156 will be all of one polarity (north or south) and poles 151, 155 153 157 will all be of the same polarity (south or north) but of opposite polarity to the iirst named group. In short. for all position ot the controller except position VI, he poles 150 and 154: will constitute in eltect one pole. poles 150 and 155, another pole, etc. It will be noted that, except when the controller is on position VI the field flux passes through members 11 and 11 from one pole to another and none of this flux passes from members 11, 11 to member 4.

In position VI of the controller one of sections 208, 208 is reversed with respect to the other so that al of the poles on the left of Fig. 21 will be of the same polarity and of opposite polarity to all of the poles on the right of said figure. The magnetic flux will now pass through the left hand poles, member 11, member 4, member 11", the right hand poles and the casing 154. This flux passing between members 11, 11 and t will cause the latter to rotate the former at a one-to-one ratio as pointed out in connection with the other torms ot the invention.

Q11 inspection ot the development of the cont-roller and the connections shown in Fig. 5 it will be seen that the controller segments are so designed that certain of said segments and certain of their successive segments will be bridged by the controller brushes (u 'ch are made of suitable thickness for this purpose) when the controller is passing from positions V to VI and I to S. This causes the terminals 103, 10ft to be short-circuited and to be connected to the armature terminal 101. through the ammeter 27 killing the field and consequently the generated M. F. of dynamo G when the controller is moved from V to VI or I to 5%. By virtue of this structure arcing over at the controller is effectively prevented without the use of a blow-out coil or other additional elements.

In accordance with the provisions of the patent statutes, I have herein described the principle of operation of my invention, together with the apparatus, which I now consider to represent the best embodiment thereof. but I desire to have it understood that the apparatus shown is only illustrative and desi -Jres and element in the lescribed, some of red and ot iers omitted and. 'eatures oit eacl modification .ne others without inih the more g neral results out i 1e invention extends to such use. cribed my invention, what I secure by Letters l atent e "er'licrinc" x 1. In a transmission system tor automotive vehicles employing an internal combustion engine as a prime mover, the comhinw tion with a driving sha'lt driven from said prii 1e mover and a driven shaft, of a dynamo-electric machine having a rotatable part coupled to said driven shaft, a rotatable part coupled to the driving shaft and a stationary part surrounding both out said rotatable parts. said rotatable parts having magnetic non-slip, non-mechanical means for causing one of said rotatable parts to drive the other of said rotatable parts at a one-to-one ratio.

2. In combination, a dynamo-electric machine comprising a pair of relatively rotatable motor elements and a member of magnetizable material rotatable with respect to both of said elements, means for passing magnetic flux through said elements only, means for passing flux through one 01 said elements and said member and means tormin a non-slip connection between one of said elements and said member when the latter magnetized.

In combinatioina field element, a relatively rotatable armature element. a member of magnetizable material rotatable with respect to both said armature and lield elemen s. means for energizing said lield to e magnetic flue; to pass only through said field and ar 1 rre. means for changing the connectioi of said field to cause magnetic flu): to pass through said member. field and armature and means torming a non-slip drive connection between one of said elements and said member when the latter is magnetized.

t. In combination. a dynamo electrical mach ne comprising a field element and an armature element. a member oi magnetic uiaterial relatively rotatable with respert to one of said elements. means for causing magnetic flux to pass through said last ment oned elen'ientand said member. and means comprising a plurality of spaced magnetic elcn ents on said member and a pluralitv of spaced magnetic elements mechanicalh con nected to the last mentioned one of said elements for establishing a one-to-one driving connection when said member is maguetized.

5. In combination, an electro-dynamic transmission, a main controller therefor, a

reversing controller for controlling said transmission and means for preventing operation of sa d reversing controller when said main cont ller is on a running point.

6.. The combination with an internal c bustion engine automobiles, a gen driven thereby, driven element, motor for driving said element, connections for driving said motor from said genera acceleration and low speed drives, a non-slip magnetic torque applying device between said engine and element and means ii'icluding said generator and motor, for reusing a magnetic flux to pass through said device for direct drive.

7. In combination, a prime mover, adriven element, means comprising a controller for forming a generator-motor drive between said prime mover and element, means comprising said controller tor forming a one-to-one drive and means for automatically slowing down said prime mover when said controller is moved to the position establishing said one-to-one drive.

8. In combination, a prime mover, a driven element, means comprising a controller for forming a generator-motor drive between said prime mover and element, means comprising said controller for forming a one-to-one drive between said prime mover and element, and means actuated by said controller for automatically slowing down said prime mover when said con. troller is moved to the position establishing said. one-to-one drive.

9. In combination, a prime mover, a valve for contr lling the speed thereof, a driven element, means including a controller for establishing an electrical drive between said prime mover and said element, means including said controller for forming an alternative drive between said elements, and connections between said controller and said valve for operating the latter when said controller is moved to the position establishing said alternative drive.

10. In combination, a prime mover, a valve for controlling the speed of said prime mover, an electrical transmission connected to said prime mover, a multipoint controller for controlling said transmission, connections between said controller and valve "for operating the latter when said controller is moved from one to another of its points and means for restoring said valve to its normal condition after a predetermined time interval has elapsed.

11. In combination with a-n automotive vehicle having a primary power plant, a

driving element driven therefrom, a driven element, dual transmission means comprising a gene ator-motor drive between said elements for acceleration and low speed. driving, and a magnetic drive for normal driving, a storage battery, means for connecting the storage battery to said generator to provide maximum voltage when said generator is supplying energy to drive said motor while accelerating or at low speed, and means for lessening the field strength oi said generator to reduce the voltage and tor connecting said generator to said l'iatt and magnetic drive for normal driving.

12. An electric transmission system for automobiles comprising a generator, a. motor, connections for causing said generator to supply current to drive said motor, a non-slip magnetic torque applying device the parts of which are connected respectively to the movable elements of said generator and motor, and means for causing magnetic flux to pass through the field poles and armatures 0t said motor and through said device in series.

13. In combination, a generator and a laterally spaced motor both supported on the same yoke, a member of magnetic material extending between the armatures 0t said. generator and motor, means including electrical connections for connecting the generator to the motor to term a generatormotor drive, means including electrical connections for causing magnetic flux to pass through said member, through the armature of said motor, through the field poles of said motor. through said yoke and through the field poles and armature on said generator into said member, and means for torming a direct drive between the armatures of said generator and motor when the magnetic flux passes through the above traced path.

14. In combination, a prime mover, avalve for controlling the speed of said prime mover, a generator having a part driven by said prime mover, a driven element, a motor mechanically coupled to sai d shaft and electrically connected with said generator, means including a multipoint controller tor establishing a one-to-one drive between said prime mover and said driven element, and connections between said controller and valve for operating said valve when said controller is moved to a point for establishing said one-to-one drive.

In testimony whereof I have allixed my signature.

HARRY L. TANNE R. 

